Governor mechanism



Dec. 20, 1938. w 5 P GOVERNOR MECHANISM 2 Sheets-Sheet 1 Original FiledDec. 15, 1932 20, .1938. w E, KEMP GOVERNOR MECHANISM 2 Sheets-Sheet 2Original Filed Dec. 15, 1932 0705 0F 7710:17745 in v5.

54c: Cam/E Patented Dec. 20, 1938 PATENT OFFICE GOVERNOR MECHANISMWilliam E. Kemp, Detroit, Mich, alaignor to Pierce Governor Company,Anderson, Ind, a

corporation of Indiana Application December 15, 1932. Serial No. 647,315

Renewed June 9, 1937 28 Claims. (01. 137-153) My invention relates toimprovements in gov.- ernors for use with internal combustion engines inwhich the .speed control mechanism of the governor is actuated by thevacuum or difference in pressure which exists in the intake manifold,

together with its connecting chambers, of an internal combustion engine,at a point above the engine throttle valve, and pressure of the outsideatmosphere; and the objects of my improvement are, first, to provide agovernor having means for counteracting the unbalanced forces actingupon a governor valve at its closed or nearly closed positions; second,to provide a governor having means for reducing friction by reducing thepressure upon its moving parts third, to provide a vacuum type governorwith by-pass means located upstream from its governing valve; fourth, toprovide a vacuum type governor having a vacuum chamber connected with goa fuel intake chamber at points above and below a throttle valve member;fifth, to provide a governor having a by-pass automatically closed oropened by the operation of a throttle valve; sixth, to provide agovernor having a pivotally g5 mounted link member for connecting avacuum operated diaphragm and an oscillating lever member; seventh, toprovide a governor having spring members secured by a resilientlysecured adjusting screw; and eighth, to provide a method go forcounteracting an unbalanced force acting upon a governing valve duringits operative movement by increasing vacuum in a governor housing at thetime the unbalanced iorce acts upon the governor valve.

My invention is herein disclosed as being ap-.

plied to and incorporated in the type of governor mechanism disclosedand claimed in the application for U. S. Letters Patent, Serial No.637,612, filed by me on October 13, 1932.

I attain the above mentioned objects by mechanism illustrated in theaccompanying drawings, in which,- i

Figure 1 is a plan view of the governor assembly with a portion of itscover broken away 45 to disclose its spring and diaphragm mechanism;Fig. 2, a vertical section taken on the line 2-2, Fig. 1; Fig. 3, a sideelevation of the governor assembly with a vertical section of the vacuumactuated mechanism on the line '33, Fig. 1;

0 Fig. f4, an end elevation of the throttle valve shaft with its leveror damper means for opening and closing a by-pass opening together withits roller member; Fig. 5, a side elevation of the throttle valve andits attached, parts as disclosed a in Fig. 4; Fig. 6,-a plurality ofcurves plotted in variables of thevacuum exerted on a diaphragm and themovement of the diaphrgm together with a force curve disclosing theresults there- .with when my by-pass valve means is used: Fig.

with the vacuum and by-pass passages; and Fig. 15

11, a. vertical section through the damper portion and the by-passpassage, said section being taken on the line Il-ll, Fig. 10.

Similar numerals refer to similar parts throughout the several views.

As it is well understood by those skilled in the art, where a throttlingtype of governor mechanism is employed for maintaining the speed of aninternal combustion engine constant under varying conditions of load itis necessary that the throttle valve be statically balanced at all timesif perfect control is to result. Particularly in statically balancedbutterfly valve types of governor there is an inherent characteristic ofthe vacuum force in the intake manifold above or on the down stream sideof the governor throttle valve todrop oil as the valve approaches closedposition. Consequently, where a spring of the type having a force curveparalleling that of the vacuum force on the down stream side of thegovernor throttle valve is employed to oppose closing movement of thethrottle valve under the influence of a vacuum acting against themovable wall of the governor, as in the present case, where this dropoil is not compensated for, the spring rate continues to increaseuniformally as the throttle valve moves into that range of movementwithin which the vacuum force drops oif, and consequently within thisrange the vacuum force cannot close the throttle valve to the positionwhich is should against the increasing force of the spring in order tohold the speed of the engine constant. The result is that where suchdrop off in the vacuum force is not compensated for, but the load on theengine is relieved and the throttle moves into the range at which thevacuum force drops oil, the engine speeds up beyond that range at whichit is intended to be governed.

The ill-eflect of this drop off in the vacuum 58 I throttle position maybe compensated for mevarying the force of the vacuum acting upon thechanically as in constructions heretofore suggested, but it has "beenfound that'this ill-effect may be more easily and more certainlyavoided, and with less complications in construction, by

movable member controlling the position of the throttle valve so as tocause the vacuum force acting upon such movable member to follow apredetermined and arbitrary force curve rather than the force curve ofthe vacuum as it actually exists on the down stream side of the governorthrottle valve within the intake manifold. In accordance with thepresent invention the degree of vacuum applied to the movable wall ofthe governor mechanism to effect operation of the governor throttlevalve is varied from that simultaneously existing in the intake manifoldon the down stream side of the governor throttle valve.

Specifically, such force is reduced by bleeding on to-the active face ofthe movable wall predetermined amounts of gaseous fluid at a higherpressure than that simultaneously existing on the down stream side ofthe governor throttle valve, so as to cause the vacuum force curverepresenting the vacuum forces actually applied to the movable wall togenerally follow the curve of the vacuum forces simultaneously existingin the intake manifold on the down stream side of the governor throttlevalve during movements of the throttle valve other than adjacent closedposition. In those ranges of movement of the gov ernor throttle valve atwhich the above described drop off occurs, the amount of gaseous fluidbled on to the active face of the movable wall is reduced, as comparedto wider open throttle positions, so as to cause the vacuum forceactually exerted upon the movable wall to more closely approach thevacuum forces actually existing in the intake manifold on the downstream side of the throttle valve under such circumstances, thisbleeding of gaseous fluid on to the active face of the movable wallbeingso controlled during those phases of movement of the governor throttlevalve under which the drop ofl occurs in the intake manifold that thecorrespondingportions of the force curve of the vacuum forces actuallyexerted on the active face of the movable wall is caused to continuealong a predetermined desired path paralleling that of the opposingspring without a corresponding drop ofi. By this means it is possible tostatically balance the force of the spring tending to open the throttlevalve against the vacuum force tending to close it throughout the entirerange of movement of the throttle valve and thereby maintain the speedof the engine constant regardless of the load even though the load iscompletely removed and the governor throttle valve assumes a closed orsubstantially closed position.

. It will be understood that the above described drop off varies inpoint of occurence with the particular type and speed of internalcombustion engine upon which the governor is employed. In other words,the drop of! is more rapid at high speed than at low speed so that'where the engine is governed at a relatively high speed the pointwherethe drop ofl. first becomes apparent will be relatively retardedbut its rate of drop oiii' will be greater than would be the case Y i'jj'faua g curve, as the throttle valve approa'ches closed conditionsregardlessof the governed speedof the engine.

The housing I is provided with the flange surfaces 2 and'3 which aresuitably mounted between the intake manifold of the internal combustionengine, a section of ,the intake manifoldbeing indicated 'at 4, and thecarburetor with which the internal combustion engine is equipped, aportion of the carburetor being indicated at 5, Fig. 2. A gasket 6 maybe interposed between the flange surface 2 and the intake manifold 4 andthe gasket 1 may be interposed between the flange surface 3 and thecarburetor 5. The housing I is provided with the holes 8 for securingthe governor assembly A and the carburetor 5 to the intake manifold 4.

The governor assembly A is secured between the intake manifold 4' andthe carburetor 5 in such a manner that the direction of the flow of thecombustible mixture of fuel will be through the carburetor 5 and throughthe housing I from the flange surface 3 to the flange surface 2, saidmixture passing through the passage or bore 9 of the housing I into thepassage III of the intake manifold 4.

The housing I contains the throttling means which may be in the form ofthe conventional throttle or butterfly valve II which may be secured inthe slot i2 in the shaft I3 by the screws I4. The throttle shaft I3 issuitably mounted in the bearings I5 and I6 which are of the antifrictiontype and may be of the roller type as disclosed or of the conventionalball type. The bearing I5 is mounted in the bore l6 of the boss H, whichprojects from the body of the housing I while the bearing I6 is mountedin the bore la in the boss I9 which projects from the body of thehousing I and is provided with the surface 20 to which is secured theflange 2i of the housing 26 by the screws 22, the gasket 23 beinginterposed between the surface 20 and the surface of the flange M. Thebore I6 in the boss I! is closed at its outer end by the disc plug 24. v

The shaft I3 projects into the chamber 25 of the housing 26 and the hub21 of the lever 28 is secured thereon by the pin 29. The shoulder pin 30is suitably secured in the lever 28 and the roller 3| is rotatablymounted on said shouldered pin 30. The housing 26 is provided with thecircular flange 32 which is provided with the surface 33 against whichis clamped the outside or peripheral portion of the diaphragm 34 by theannular housing or ring 35, the annular housing 35 being provided withthe surface 36 for contacting the diaphragm 34, the annular housing 35and the diaphragm 34 being secured to the flange 32 of the housing 26 bythe screws 31, the heads 38 of the screws 31 being located flush, as bycountersinking, with the surface 39 of the annular housing 35.

The central portion 40 of the diaphragm 34 is clamped between thewashers 4I and 42 by means of the rivets 43 which are each provided withthe shouldered portion 44 which extend into the holes 45 of the members49 which extend through the springs 46, 41, and 48, which may benormally flat of the plate or leaf type and also of double cantileverconstruction as disclosed. The members 49 also extend through suitableand similar holes in the spacers 5|, 52, and 53 and into the holes 54 ofthe plate 55.

The washers 4i and 42 are provided with holes which receive the portionof the yoke member 56 which is riveted over to secure the washers 4|member 66 is provided with a threaded hole engaged by the threaded end69 of the screw 61 which further extends through suitable holes of thesprings 46, 41, and 49, and through similar holes in the spacers 6| 62,and 63 together with a similar hole in the plate 66, the screw 61 secur-1 ing the springs 46, 41, and 46, the spacers Ii, 62, and 53, the plate56, the washers 4| and 42, and the diaphragm 34 together in the clampedassembly B, said springs being separated from each other by saidspacers. The portion 69 of the screw 51 is reduced in diameter belowthat of its portion extending through said washers, spacers, springs,plate, and nut', said portion 59 being threaded to engage the threadedhole 60 in the yoke member 56. x

The yoke member 66 is pivotally connected with the lever 62 by-the linkmember 90v which is secured to the yoke member 66 by the pin I00, thelink member 90 being secured to the lever 62 by the pin 63 which extendsthrough and is suitably retained in the fork portions 64 of the lever 62and in the yoke portions. 69 of the member 66. The lever 62 is pivotallymounted on the shaft 65 which is supported withinholes extending withinthe wall portions of the housing 26 and the bosses 66 connected to saidwall portions, the boss 61. of the lever 62 extending between the bosses66.

- The lever 62 is further provided with the fork portions 68 which arefurther provided with the surfaces 69 which are engaged by the roller 3|which is rotatively mounted on the shouldered pin 30. The hole ororifice extends through the boss l9 and constitutes a connecting passagebetween the chamber 25v of the housing 26 and the bore 9 of the housingi.

The outer ends of the spring 49 normally rest upon antifriction spring,seats constructed by rotatively mounting the rollers 'II on the shafts11,

which may be suitably secured by extending through the wall portions ofthe annular housing 35. The annular housing35 is provided with therecesses 13 which contain the rollers 1| ,the ends of the springs 46,4'1, and 46, extending into said recesses 13, said recesses 13 beingclosed at their lower sides by the flange 14 which is constructed withthe semi-cylindrical shaped recess 15 which provides operating clearancefor the rollers] i.

It is also to be noted that the diaphragm 34 is provided with anexceptional amount of slack or convoluted portion, which is designatedat 16, when the governor mechanism is in the position, as disclosed inFig. 2, said position corresponding to the full open position of thethrottle valve II as disclosed by the full lines of said valve II in Thelarge area of the convoluted portion 16 existing at the beginning of theworking stroke of the diaphragm 34 together with the extremely shortlength of its stroke, which may be maintained at approximately a maximumof one eighth of an inch in an installation such as disclosed in thedrawings, eliminates all excessive tension in the diaphragm 34 and thusinsures that the diaphragm 34 will always be operated with such minimumstresses therein as will enable it to operateover a long period of timewithout developing trouble; and without offering undue resistance tomovement.

The inside edge of the surface 36 of the annular housing 35 is providedwith the radius 19, the inside edge of the surface 33 of the housing 26,is provided with the radius 19, and the outer edges, of the washers 4iand 42, adjacent the diaphragm 34, are provided with the radii 34 toeliminate any tendency of abrasion or injury to the, diaphragm 34 as itis engaged, by said edges, in its operative movement.

The cover or cap 61 is secured in contact with the surface 39 of theannularhousing 35 by the screws 92, said cover 8| thus closing thechamber 33 above the diaphragm 34 and sealing the diaphragm 34, thespring assembly B, and the screw 61 agalnst'tampering. The headed thescrews 92 may be provided with holes to receive the sealing wire 34therethrough, as disclosed in Fig. 1, said sealing wire 34 beingprovided with the seal 36 to insure the prevention of unauthorizedtampering with the adjustment of the screw 51.

The cover 91 may be provided with one or more radial slots 12 extendingfrom its peripheral edge to a point beyond the inside edge of thesurface 39 of the annular housing 36, said slot 12 thus forming anaperture through which atmospheric pressure is admitted to the chamber83 and permitted to act upon the upper surface of the diaphragm 34, thespace below the diaphragm 34 forming a part of the chamber 25 whichcommunicates with the space above the throttle valve ll through the hole10 and-the by-pass passage I03, the chamber 26 thus being in directcommunication with the passage ill of the intake manifold 4, and withthe passage I22 of the carburetor 5 during a portion of the movement ofthe throttle valve ll.

When my governor mechanism is installed on an engine, and the positionof the throttle valve I l is varied progressively from its wide openposition, as disclosed by full lines in Fig. 8, to a nearly closedposition, while the speed of the engine is maintained constant byvarying the load upon it, it is found that the pressure above thethrottle valve i l decreases as the valve 1 l moves toward a fullyclosed position, said fully closed position being indicated by thedotted lines 86, Fig. 8. However the variation in pressure above thethrottle valve II is not directly proportional to its movement, or tothe movement of the diaphragm 34, which, in my invention, issubstantially proportional to the movement of the throttle valve ii.

In relation of this existing pressure above the throttle valve ll,measured in terms of vacuum and movement of diaphragm at constant speedis disclosed in the chart, Fig. 6, by the'curve 95.

of the diaphragm measured in thousandths of an inch. The abscissaerepresent the movement of the diaphragm 34 and the ordinates-representthe vacuum exerted upon the diaphragm 34. The curve 8'1, is plotted interms of pull upon the diaphragm 34 in pounds and movement inthousandths of an inch. The abscissae represent the movement inthousands of an inch and the ordinates represent the pull in pounds. Itis to be understood that the term vacuum, as herein used will always beinterpreted to mean the cliiierence between the pressure existing abovethe throttle valve II and atmospheric pressure.

Thus it will be understood that, since the space above the diaphragm 34is subjected to atmospheric pressure, the curve 95 in Fig. 6, disclosesthe unit pressure acting upon every unit surface of the diaphragm 34,also said curve 95 discloses that the pressure above the throttle II islower than atmospheric pressure at all diaphragm posi tions 1. e. at allengine loads. It therefore follows that at constant speed and decreasingload,

V the atmospheric pressure tends to move the dia phragm 34 downwardlyat. all of its positions, and

- this in turn causes the throttle valve II to move toward a closedposition. 'I'heactual net force resulting from the vacuum pull upon thediaphragm depends upon the size and shape of the diaphragm. I' havefound that a flat, non-convoluted diaphragm requires a relatively greatforce to move it away from a mean position of equilibrium and that thisforce increases as the displacement from position of equilibriumincreases, and its magnitude even for a small displacement, such as usedin this device, may become larger than the applied vacuum pull. Also therate at which this force varies with respect to diaphragm movement isnot suitable for proper balance of vacuum and other forces, inasmuch asit assists the vacuum force when the valve is at or near a wide openposition and opposes the vacuum force when the valve is at or near aclosed position, making it unsuitable for use in a governing device. Theconvoluted diaphragm 36 herein disclosed eliminates the above mentioneddifliculty.

The force upon the diaphragm 34 varies when it is subjected to aconstant non-pulsating vacuum and progressively moved downwardly throughits entire range of movement.

Thus the force upon my convoluted diaphragm at constant vacuum, variesuniformly over its entire range of movement and there is no greatdifference between the force transmitted by the diaphragm, at constantvacuum, as it is displaced through its range of movement. Thus in Fig.6, the curve 68, shows the actual force transmitted by the diaphragm asa result of being subjected to this variable vacuum as indicated by thecurve 33. The curve 88 shows the actual force trans-.- mitted by thediaphragm when subjected to a similar constant speed vacuum obtained ata somewhat higher constant engine speed.

If a resistance is provided such that at any diaphragm position theresistance will exactly balance the force acting upon said diaphragm,

, nous operation invariably resultsin-surging, un-

less special means, such as dashpots;v ag pots, or similar means areprovided. In order to insure stable operation .in my, invention, threestabilizing elements in my construction are thus provided; namely,'thenovel spring assembly B, an air dash pot, and the by pass valvemechanism hereinafter described.

My governor mechanism results in the development of forces which tend tocheck any instantaneous tendency toward harmonic speed fluctuation orsurging of the governing mechanism, as fully disclosed in the abovepatent application, No. 637,612.

The governing becomes non-isochronous and a definite difference in thespeed of the governed engine is introduced between its full and no loadoperation, that is, the speed gradually increases as the load upon theengine diminishes.

It will be noted, that the arrangement of the various parts of my deviceis such thatrelatively a large size of diaphragm may be used withoutunduly increasing the height of the governor assembly A. The large areaof the diaphragm 34 provides relatively powerful operating forces whichmake it possible-to maintain a small dif-,

ference between the full load and no load speedv of the governed engine.

Referring again to the drawings it will be noted that the volume of theair contained in the chamber 25 of the housing 26, below the diaphragm34,

is relatively large. Inasmuch as no air can escape from the chamber 25,except through the orifices 10 and 103, it follows that any tendencytoward rapid cyclic movements of the diaphragm '34 will be checked andeliminated by the production of resisting pressures in the elasticmedium below said diaphragm 34, in other words, the chamber 25 below thediaphragm 34 forms a dashpot. The effect of this dashpot in causingdynamic stability of my governor mechanism may be varied at will byvarying the size or length of orifices 10 and H33.

Referring again to Fig. 6, it is to be noted that the curve 88 issubstantially straight at its lower end, and that said straightportion'is continued as a curve of gradually increasing redius ofcurvature with-no abrupt changes in said radius of curvature ofthe'curve 35. If abrupt changes in radius of curvature were present,such as those present in a curve which would be developed by drawingtangents to the curve 95 at various points, it follows that someportions of this curve, composed of tangents, would have a rate ofchange of force with respect to deflection equal to or less than at acorresponding portion of the curve 88. Accordingly the governormechanism would tend to operate isochronously at said positions andhunting or surging would inevitably follow. It is therefore apparentthat if a governing mechanism is to provide a close and stable speedcontrol, the balancing resistance curve must have no abrupt changes incurvature.

In order to produce such a desired balancing resistance an assembly Bcomprising the flat springs 46, 41, and 48, and the spacers 51, 52,

I and 53 are provided as disclosed. The rate of change of force withrespect to deflection of the lowermost spring 48, corresponds exactly tothe lower portion of the curve 88 ,of Fig. 6. After the diaphragm 34 isactuated downwardly by atmospheric pressure through a certain length ofmovement, the ends Off the spring 41 contact with the end portions ofthe lowermost spring 48 and as the downward movement of the diaphragmprogresses, the distance between the point of contact of the spring 41and the center line of the diaphragm 34 progressively diminishes, thuscausing a gradual decrease in the effective length of the spring 41 anda consequent gradual increase in the combined rate of resistance of thespring 41 and the lowermost spring 48. Further downward movement of thediaphragm 34 brings into action the spring 46.

By properly selecting the dimension of said springs and the thickness ofsaid spacers, any curve, of the general character shown by the curve 88of Fig. 6, may be developed.

The sensitiveness of a governor mechanism in responding to small-speedfluctuations depends,

be done by the power element of said governor mechanism. Work being theproduct of force and distance, it follows that since the arrangement ofparts in my invention is such that a ,aisasso that the deflection of thebalancing springs will be short, and consequently, a relatively smalladjustment is required to produce a large rate of change in speed atwhich the governor will control its associated engine. Accordingly, itis I possible to adjust my governor mechanism to operate with a greatrange of engine speed without sacrificing compactness of the governingunit.

The governing mechanism herein disclosed eliminates all operatingdimculties caused by abrasives and the leakage of air, as the diaphragm34 prevents air leakage and is not retard'ed in its movement by dust ordirt. Because of the novel shape of the diaphragm 34, its rate ofresistance to movement is very low. The structure of the balancingsprings and the method offtheir selection provides a smooth continuousbalancing resistance, which togetherwith the dashpot action of thechamber 25, insures responsive and accurate governing control and alsofurnishes a wide range of speed adjustment. Also inasmuch as noretardation or restriction of mixture flow is set up, thesedesiredresults are obvided or is necessary for limiting the balancingresistance of the springs at any time either individually orprogressively. Each of the balancing springs of my invention are capableof and are adapted to provide a continuous and uninterruptedprogressively increasing resistance to the movement of the diaphragm 34throughout the total length of its force exerting stroke after each ofsaid balancing springs begins to exert a balancing resistance.

It is also to be noted that the housing 26 isconstructed with the recess9| which provides an entrance into the chamber when the disc plug 92 isremoved, said disc plug 92 normally closing the chamber 25. By removingthe disc plug 92, knocking out the shaft 55, and by knocking out the pinHill, the lever 62 together with its connected link member 99 may bewithdrawn through the opening of the recess 9|, thus providing anefilcient disassembly of portions of the governing mechanism for serviceor other requirements without thenecessity of the removal of the housing26 from the housing I.

The tapped holes 93 in the annular housing 35,-as disclosed in Fig. 1,permits the removal of the screws 82 and the cover 8| for inspection orservice requirements without disturbing the annular housing 34 or thespring assembly 13.

It is also to be noted that the throttle valve H is of the staticallybalanced 'type, the shaft l3 extending transversely through the verticalcenter of the bore 9 of the housing ,I, said throttle II havingapproximately the same length on each side of the shaft l3.

It is to be especially noted that the peripheral portion 89, of thediaphragm 34, which is clamped between the surfaces'33 and 36 extends ina plane tion 40 will be approximately at the position indicated by thedotted lines 93, at the other end of its movement, the convolutedportion 16 having assumed the position indicated by the dotted centralportion 40 having a relatively short movement which, due to theconvoluted portion 19, sets up a minimum of flexing stresses in thediaphragm l4 and insures that the vacuum forces exerted thereon will beutilized with a very minimum of loss of the effective vacuum forcesexerted on the diaphragm 34, also further insuring that the diaphragm 34will operate over a long period of time without injury. It is also to benoted that the convoluted portion 19 will provide a much more emcientmeans for transmitting the forces imposed thereon by vacuum, to thegoverning mechanism connected therewith, than would be the case if thesection of the convoluted portion It was constructed with a crosssection having a lesser depth, it having been found by repeated teststhat if said cross section is reduced in depth to have a lesser amountof material in the convoluted portion 19, the eflective area of thediaphragm is reduced with consequent greater loss between the vacuumforces developed in the engine and the actual net force developedby thediaphragm 34 dueto the imposition thereon of the vacuum forces. Thus it"will be seen that the diaphragm 34 actuated by vacuum in my inventionrepresents a distinct advance in operating efficiency over a diaphragmhaving a normal amount of material connecting a fixed peripheral portionwith a central clamped portion. It is to be noted that the overallheight of the convoluted portion 19 of my invention is approximatelytwice the length of the stroke of the diaphragm 34.

The lever 29 attached to the throttle shaft I 3 is provided with thelever arm, or damper portion lill which is adapted to move with thethrottle shaft I3 and cover and uncover the bypass passage l03 whichconnects the vacuum chamber 25 with the passage 9 at a point below orupstream from the throttle valve ll.

Referring now to Fig. 6, it will be noted that the curve 95 representsthe degree of vacuum in the intake manifold above the governor throttlevalve i I and that shortly after the throttle valve has begun itsclosing movement from open throttle position, the curve 95 increasesuniformly and along a substantially straight line until it reaches aposition corresponding with substantially closed throttle position whereit drops ofl. rather rapidly, as indicated at 95'. Curve 89 representsthe force exerted by springs 48, 41 and 48 in opposing downward movementof the diaphragm 34 and, as previously noted, thisforce continues alonga uniform path without any drop oil corresponding to the drop off 95' inthe curve 95. As will be apparent, if the force represented by the curve95 was relied upon to balance the force of the springs represented bythe curve 88, as soon as the throttle valve approached nearly closedposition, corresponding to the drop ofi portion 95' of the curve 95, thevacuum force in the intake manifold would be insufllcient to balance theforce of the springs at such time with the result that the force of thesprings would open the throttle valve l l to a greater extent than thatrequired to maintain the governed speed of the engine, and,consequently, the speed of the engine would increase beyond its intendedgoverned speed until the degree of vacuum in the intake manifold wouldhave increased sufllciently to balance the force of the spring.

In accordance with the present invention, in-

lines as. n is thus to be noted that the effective movement of thecentral portion 48 is approximately equal on both sides of the line 92,said stead of directly relying upon'the force of the vacuum within theintake manifold, as represented by the curve 95 and its portion 95' foractuating upon the diaphragm 94 to control the valve II, as inpreviously suggested constructions, a'vacuum force represented by thecurve 81 is applied directly to the diaphragm 34 to control themovements of the valve II. As will be noted from an inspection of Fig.6, the upper portion of the curve 91 increases uniformly beyond thecorresponding throttle position represented on the curve 95 by theportion 95' at which the drop ofi occurs. This difference between thecurves 95 and 81 is obtained by the use of the by-pass or.orifice I03 ofpredetermined dimension for a particular governor installation takemanifold on the downstream side of the throttle valve II through theorifice 10 whenever the throttle valve is closed sufliciently to createa pressure differential on opposite sides of the same; This orifice I03is allowed to remain unrestricted over that range of movement of thethrottle valve II at which the curve 95 increases uniformly andconsequently the curve 01 parallels the corresponding portion of thecurve 95. However, when the throttle valve II moves toward nearly closedposition at which point the curve 95 begins to break off, as at 95', thedamper IN on the lever 28 begins to overlap the orifice I03 and. beginsto restrict the flow of combustible mixture from the intake manifold onthe upstream side of the throttle valve II into the diaphragm chamber25, and this has the effect of reducing the pressure diiferentialbetween the diaphragm chamber 25 andthe intake manifold on thedown-stream side of the throttle valve II and preventing a correspondingdrop oil. in the curve 81. As the throttle valve moves still furthertoward fully closed position, the damper IOI will move further over theorifice I03 to further restrict the flow of combustible mixture throughit and, consequently, will act to further reduce the differentialbetween the vacuum force exerted in the diaphragm chamber 25 and theintake manifold on the down-stream side of the throttle valve II andthus continue to prevent a corresponding drop off in the curve 81. Thus,it will be apparent that, by properly proportioning the orifice I03 andthe damper IN, the degree of force acting in the diaphragm chamber 25,may be and is actually increased uniformly to maintain the staticbalanced relationship [between the force acting on the diaphragm tendingto close the throttle valve Ii and the force exerted by the springs 46,41 and 48 tending to open the throttle valve, regardless of the factthat the by the shoulder I05, relative to the surface 20 to accomplishvariable increased or decreased force effects upon the diaphragm 34 thusvarying the portion I04 of the force curve 88 as desired.

It is' to be thus noted that I have provided a method of reducingfriction with consequent reduced pressures on moving parts, which is oneof the most objectionable elements in governing mechanisms, in a vacuumtype of governor and have further provided a method for counteractingtheunbalanced force acting upon the governing valve at the closed positionsof the governing valve.

It may be desired tov use other means of accomplishing this new resultand I have disclosed one of such optional means in Fig. 7 in which theby-pass passage I06 is provided with the valve seat member I01 which isprovided with the passage I23 which connects with the passage I06 andwith the smaller passage I00 which connects with the passage 9, theinner end of the passage I08 forming a stop shoulder for contacting withthe valve member I09 which is provided with a triangular shaped head I24which is engaged by the head I24 of the valve member I09, in contactwith the stop shoulder of the passage I08, and

thus maintaining the by-pass passages I23, I06 and I08 in communicationwith the passage 9, the tension of the spring III being overcome whenthe vacuum pressure in the chamber 25 reaches a predetermined value,thus causing the valve member I09 to seat on the valve seat por tion ofthe passage I23 and close or partially close the passage I23 at theclosed or nearly closed position of the throttle valve II. With thethrottle valve II in a closed or nearly closed position, the diminishedvacuum in the passage 9, below or upstream from the throttle valve IIenables the vacuum in the chamber 25, which is always connected with thepassage 9 at a point above or downstream from the throttle valve II,

,to easily maintain the valve member I09 in a closed or nearly closedposition to accomplish similar results to the damper member IOI when itcloses or nearly closes the by-pass orifice I03 to increase the vacuumin the chamber 25 and to thus alter the force curve 88 to effect acontinued balance between the force acting on the diaphragm 34 and theresisting force set up by the balancing springs.

It is to be noted that the use of the link member pivotally connected atits respective ends, with the yoke member 56 and the lever 62, willpermit the pin 63 to travel in an are about the center'of the shaft 65while the yoke member 56 and its connected parts travel in a vertical--between the plate 55 and the spring 46, the

resilient arms II5 permitting the screw 51 to be adjustably moved tovary the position ofthe diaphragm 54, relative to its connected parts,'

the resilient arms II5 immediately locking the screw 51 again in itsadjusted position. 1

; the wall of the housing 26 in such position as to permit the head 120thereof to contact the forked portions 64 of the lever 62 and form astop therefor to limit the movement of the lever 82 and its connectedparts beyond predetermined positions.

/ It is to be understood that the throttle valve H used in thisdisclosure is of the conventional butterfly type, which is staticallybalanced, that is, it is supported by the throttle shaft ll through itsgeometrical center line. I have discovered that a statically balancedthrottle valve of the butterfly type, is not balanced dynamicallyparticularly at high speeds as heretofore disclosed. Thus when thegovernor is installed on an engine, and the engine caused to operate ata constant speed by varying the load upon it, the flow of the mixture bythe valve causes it to tend to move toward a closed position when it isat or adjacent a closed position.

In the following'claims it will be understood that the term vacuum forceis meant the force of the vacuum orpartial vacuum being exerted at anyspecified point in the engine or governor, and that the term vacuumforce curve is the curve which would be obtained by plotting thevariations in such vacuum force for diilerent increments of diaphragm orthrottle valve movement at constant engine speed and varying engineloads.

The unbalanced torque upon the valve is transferred through the throttlelever 28, lever 52, and link 90 to the diaphragm 34. The effect of thisunbalanced torque upon the curve 88 is shown by the dotted portion I02.I

Iclaim:

1. In a governing mechanism for an internal combustion engine having anintake fuel passage, the combination of a housing having a passageconnecting with the intake passage of the engine, throttle means in thepassage of said housing, a second housing havinga relatively largechamber, a pair of passages connecting the passage of said firstmentioned housing with the relatively large chamber of said secondhousing, said'pair of passages connecting with the passage of said firstmentioned, housing at points above and below the axis of said throttlemeans whereby to permit transfer of gaseous fluid in said fuel passagethrough said chamber around said throttle means, said pair of passagespermitting the relatively large chamber of said second housing to act asan air dashpot to insure stability of the governing mechanism, and aflexible diaphragm suitably mounted to form a portion of the wall of therelatively large chamber of said second housing, said flexible diaphragmbeing operatively connected with said throttle means to control themovement thereof, and normally being in open communication with both ofsaid passages.

2. In a governing mechanism for an engine provided with an intake.passage, the combination of throttle means in the intake passage of theengine, governing means operatively connecting with said throttlingmeans and operated by 'th' yacuum force in said passage on thedownstream side of said throttle means, andmeans for counterbalancing anunbalanced force acting upori' said throttle means only at those closedor nearly closed positions of said throttle means where the vacuum forcein said passage tends to drop 01!.

3. In a governing mechanism for an engine having an intake passage, thecombination of a housing having a vacuum chamber, a movable wall in saidchamber, said housing being provided with a pair of passages connectingthe vacuum chamber with said intake passage, throttle means in saidintake passage betweenthe points .of connection of said pair of passagestherewith and operatively connected to said movable wall, and means forobstructing one of the pair of passages of said housing to retard therelief of the vacuum in the chamber of said housing only when saidthrottling means approaches that substantially closed position thereofat which the curve of the vacuum forces in said intake passage tends tofall off, said means being operated by 'the movement of said throttlemeans.

4. Governing mechanism for controlling the speed of an internalcombustion engine having an intake passage, comprising a throttle valvein said passage, a chamber, a movable wall in said chamber, meansconnecting said throttle valve and said movable wall for inter-relatedmovements, said chamber having an opening therein communicating theforce of the vacuum within said passage on the down-stream side of saidthrottle valve with said movablewall, said chamber having a secondopening therein communicating the interior thereof with said passage onthe up-stream side of said throttle valve, spring means opposingmovement of said wall in response to the force of vacuum within saidchamber, said spring having a force curve characteristic of a similarnature to the curve of the vacuum force in said passage on thedown-stream side of said throttle valve, and means for overcoming theeffect of the drop off in said vacuum force curve on the movement ofsaid throttle valve under the influence of said spring means, comprisingautomatically actuated means for throttling said second opening.

5. A governing means for an internal combustion engine having an intakepassage comprisi in combination, a butterfly throttle valve for saidpassage, a housing having a chamber therein, a movable wall in saidchamber, means connecting said movable wall and said throttle valve forinter-related movement with respect thereto, said housing having anopening therein communicating saidchamber with said intake passage onthe down-stream side of said throttle valve, spring means constantlyopposing movement of said movable wall under the influence of vacuumexisting in said chamber, said housing having a second opening thereincommunicating said chamber with said intake passage on the upstream sideof said throttle valve whereby to normally reduce the degree of vacuumsimultaneously existing in said intake passage on the downstream side ofsaid throttle valve from acting to its full extent on said movable wall,and means for decreasing. the differential of pressure simultaneouslyexisting between said chamber and said intake passage on the down-streamside of said throttle valve during these phases of operation at whichthe force curve of the vacuum existing in said intake passage on thedownstream side of said throttle valve drops off due to said throttlei'combustioneng'ine having an intake passage and includinga butterflythrottle valve in said'passage, a housing having a'chamber therein, amovable wall in the chamber operatively connected with the throttlevalve for inter-related movement therewith, spring means constantlyurging said movable wall toward open throttle position and'said housinghaving an opening therein connecting said chamber with saidintakepassage on the down-stream side of said throttle valve, the combinationof means for overcoming the unbalance of which would otherwise occur atapproximately closed throttle position due to the passage on thedown-stream side of said throttle valve, and means movable with saidthrottle valve for restricting said second opening only as said throttlevalve approaches the position thereof at i which said drop oil? occurswhereby to reduce said pressure difierential and to preventa'corresponding dropoff in the curve of the vacuum forces in saidchamber acting on said movable wall.

'7.In a governor mechanism for an internal combustion engine having anintake passage and a throttle valve therein, in combination, a chamber,a movable wall in saidchamber connected to said throttle valve forinter-related movement therewith, spring means constantly urging saidwall toward a position to open said passage by said valve, meansproviding constant communication between said passage on the downstreamside of said valve and said chamber, and means for increasing the effectof said communication on said wall only at those closed or nearly closedpositions of said valve at which the vacuum in said passage on thedown-stream side of said valve falls off, whereby to offset the eifectof said falling off. on said mechanism.

8. In a governor mechanism for an internal combustion engine having anintake passage and a throttle valve therein, in combination, a chamber amovable wall in said chamber connected to said throttle valve forinter-related movement therewith, spring means constantiy urging saidwall toward a position to close said passage by said valvefmeansproviding constant communication between said passage on the downstreamside of said valve and said chamber, and means including a secondcommunication between said chamber and the upstream side of said valveand an automatically operable valve controlling the same for increasingthe effect of said communication on said wall only at those closed ornearly closed positions of said valve at which the vacuum in saidpassage on the downstream side of said intake passage, comprising a,throttle valve in said passage, a chamber, a movable wall in saidchamber, 1 means connecting said throttle valve and said movable wallfor inter-related move- 3 ments, said chamber having an opening thereincommunicating the force of the vacuum within said passage on thedownstream side of said throttle valve with said movable wall, saidchamlber having a second opening therein communicating the interiorthereof with said passage on the upstream side of said throttle valve,spring means opposing movement of said Well in response to the force ofvacuum within said chamber, said spring having a force curvecharacteristic of a similar nature to the curve of the vacside of saidthrottle valve, and means for overcoming the effect of the drop off insaid vacuum force curve on the movement of said throttle valve under theinfluence of said spring means comprising a valve in said second openingoperable under the influence of pressure differences on opposite sidesthereof and spring means constantly urging the last mentioned valvetoward a position to close said second opening.

10. Governing mechanism for controlling the speed of an internalcombustion engine having an intake passage, comprising a thro'ttle valvein said passage, a chamber, a movable wall in said chamber, meansconnecting said throttle valve and said movable wall for inter-relatedmovements, said chamber having an opening therein communicating the.force of the vacuum within said passage on the downstream side of saidthrottle valve with said movable wall, said chamber having a secondopening therein communicating the interior thereof with said passage onthe upstream side of said throttle valve, spring means opposing movementof said wall in response to the force of vacuum within said chamber,said spring having a force curve characteristic of a similar nature tothe curve of the vacuum force in said passage on the downstream side ofsaid throttle valve, and means for overcoming the effect of the drop offin said vacuum force curve, on the movement of said throttle valve underthe influence of said spring means comprising a valve in said secondopening operable under'the influence of pressure differences on oppositesides thereof, abutment means adjustable toward and from said valve, andspring means maintained under compression between the last mentionedvalve and abutment means constantly urging said last mentioned valvetoward closed position.

11. In a governing mechanism for an internal combustion engine having anintake passage, a valve for controlling the flow of combustible mixturethrough said passage, a chamber, movable means in said chamber connectedto said valve for controlling operation thereof, said movable meansbeing in open communication within said chamber with said passage on thedownstream side of said valve, means for communicating said movablemeans with a source of varying pressure whereby to permit a transfer offluid through said chamber around said valve for varying the lastmentioned means whereby the vacuum forces produced on said movable meansfollows a straight line force curve for various positions of saidmovable means, and means opposing movement of said movable means by saidvacuum forces. 1

12. In combination with an internal combustion engine having an intakepassage, governing means for said engine, comprising agovernor throttlevalve in said passage, a casing having a chamber therein, a movable wallin said chamber connected to said valve for simultaneous movementtherewith, means for opposing movement of said wall in one direction ata substantially constantly varying rate, one side or wall within saidchamber communicating with said passage g I 9,140,599 I on thedownstream side of said .valveand the opposite side of said wall beingexposed to at- .m'ospheric pressure, whereby to produce a pressuredifferentialv on said wall during operation of said engine, and meansfor varyingthe pressure acting on said wall in opposition to the firstmentioned means by bypassing a controlled amountof fuel mixture aroundsaid throttle valve and through said chamber whereby to balance theforce of said first mentioned means over at least a portion of theoperative range of movement thereof and to effect movement of said wallin proportion to,the load on said engine. I

13. Governor mechanism for an internal combustion engine comprising, incombination with an intake manifold for said engine and a throttle valvetherein, a movable wall operatively and mechanically connected to saidvalve for corelated movement therewith, spring means opposing movementof said wall in one direction, a chamber enclosing one side of saidwall,said manifold having an opening therein on the downstream side of saidthrottle valve communicating with said chamber and an opening therein onthe upstream side of said throttle valve communicating with saidch'amber, and rotatable means movably connected with said wall forcontrolling the eifective area of the last mentioned opening inaccordance with the rotatable position thereof.

14. Governor mechanism for an internal combustion engine comprising,- incombination with an intake manifold for said engine and a throttle valvetherein, a rotatable shaft for said throttle valve, a chamber, a movablewall in said chamber, means connecting said wall with said valve forinterrelated movement, spring means constantly urging said wall toward aposition to open. said valve, the interior of said chamber beingconnected to the interior of said manifold, upstream and downstream ofsaid valve by a plurality oi passages whereby to subject said wall to asuction effect tending to move it in opposition to said spring means,and a damper mounted on said shaft operable with at least one of saidpassages to vary the flow therethrough.

15. Governor mechanism for an internal combustion engine comprising, incombination with anintake manifold for said engine and a throttle valvetherein, a movable wall operatively connected to said valve forcorrelated movement therewith, spring means opposing movement of saidwall in one direction, a chamber enclosing one side of said wall, meanscommunicating said chamber with the interior of said manifold on thedownstream side of said throttle valve, other means communicating saidchamber with a source of gaseous fluid of varying pressure of a highervalue than that normally existing on said down-' stream side of saidthrottle valve, said means being in open communication with each otherwith .said chamber during at least a part of the movepassage, a movablymounted lever provided with a flange portion adapted to close or opensimultaneously one of said bypass openings to control the vacuum in saidvacuum chamber, a wall in said chamber moved under the influence ofvacuum therein, and a throttle valve controlling said throttle valvemoving toward a full closed position during the closing or opening ofsaid bypass opening.

17. In a governing mechanism for an internal combustion engine providedwith an intake passage, the combination of a throttle valve movablymounted in said intake passage, a vacuum chamber provided with aplurality of passages connecting with said intake passage, means forclosing or partially opening one of said connecting passages inaccordance with the movement of the throttle valve in one direction tovary the vacuum in said vacuum chamber during partial opening movementof said throttle valve, said means being operatively and mechanicallyconnected with said throttle valve, a movtion of a housing having an'intake passage, a

throttle valve movably mounted in the intake passage of said housing, ahousing provided with a vacuum chamber, said vacuum chamber beingconnected with the intake passage of said first mentioned housing by apassage located downstream from the throttle valve, said vacuum chamberbeing connected with the intake passage of said first mentioned housingby another pas- .sage located upstream from the throttle valve,

said last mentioned passage controlling the vacuum in the vacuum chamberto produce a straight force curve, a movable member in said vacuumchamber having one face exposed to and actuated by the vacuum in saidchamber, the opposite face of said member being exposed to atmosphericpressure, means mechanically interconnecting said movable member andsaid throttle valve for interrelated movement, and means for balancingthe vacuum forces of said member.

19. In a governing mechanism for an engine provided with an intakepassage, the combination of a vacuum chamber, means movably operated bythe vacuum, throttle-means in the intake passage of the engine connectedwith said movablemeans for interrelated movement therewith, and meansfor connecting said vacuum v chamber with the intake passage of theengine at a point downstream and at a point upstream from said throttlemeans to develop during the opening movement of the throttle meansvarying vacuum pressures on said means movably operated by said vacuumby one portion of said connecting means being in open position inadvance of another portion thereof during movement of the throttle meansin one direction.

20. A spring and diaphragm assembly for a vacuum operable governorincluding diaphragm means, a power transmitting member extendingtherethrough, a plurality of flat leaf springs adjacent the diaphragmmeans opposite the power applying end of said member, spacing platesbetween leaf springs, said member having an adjustable connection withthe springs for adjusting the position of said springs relative to thediaphragm means, tubular bolts for securing said springs and spacingplates together in rigid relation, and guides, one for each bolt,

. carried byv the diaphragm means and telescopically seated in saidbolts, said springs being superposed and aligned relative to each other.

21. A device asdeflned by claim 20, characterized by the diaphragm meansincluding a pair of reeniorcing plates with the'diaphragm, therebetweenand through which the member extends, and means connecting the platesand diaphragm together andsupporting the guides.

22. A device as defined by claim 20, characterized by the diaphragmmeansincluding a pair of reenforcing plates with the diaphragm therespacers,guide'means carried by the diaphragm reenioroements and extending towardthe springs,

- other guide means associated with the latter, said guide means havingtelescopic connection therebetween said springs being superposed andaligned relative to each other.

24. A device as defined by claim 23, characterized by each guide meansbeing of multiple char. acter and the connections and one of the guidemeans being integral.

25. In a vacuum operable governor, a combination with a chamber subjectto vacuum of the intake of an internal combustion engine, said chamberhaving a port providing restricted. communication with the intake, anintake control valve, the communications with the intake .being uponopposite sides of the valve, a diaphragm responsive to the vacuum in thechamber, spring means having a parabolic-like, force-displacement curveassociated with the diaphragm and opposing diaphragm movement due to thevacuum, and means rigidly connecting the diaphragm and spring together,of a control member rigid with the shaft and in the housing and arrangedto close and open the port depending on valve positioning, an arm in thehousing carried by the shaft for movement thereof, means at one endconnected at one end to the arm and at the opposite end to the rigidconnecting means for translating axial diaphragm movement into rotaryvalvemovement.

26. A device as defined by claim 25, characterized by the addition or acover means tormwhich tha spring means is positioned, a seal meanslocking said cover means in position. breakage thereof indicatingunauthorized access to said spring means. p

27. A device. as defined by claim 25, characterized by the addition ofstop means for the means connecting the-rigid connection and the arm toprevent movement of the arm in a direction opposite that for which thesame is normally intended to move when subjected to in*- creasing vacuumforce.

28. A device as defined by claim 25, characterized by the addition of acover means forming with said diaphragm a spring chamber in which thespring means is positioned, a seal means locking said cover means inposition, breakage thereof indicating unauthorized access to said springmeans, and the addition of stop means for the means connecting the rigidconthe same is normally intended to move when subjected to increasingvacuum force.

WILLIAM a. KEMP.

ing with said diaphragm a spring chamber in

